Power transmission



June 25, 1940. 'E R. MAURER 2,205,485

POWER TRANSMISSION fin/'27 Madre?? @KKL/QL@ June 25, 1940. f 4E. R. MAURER 2,205,485

I r POWER TRANSMISSION Filed oct. 2e, 1937 :sheets-sheet 2 Jme 25, 1940. E. R. MAURE'R 2,205,485

l i POWER TRANSMISSION l Filed Oct. 26, 1937 3 Sheets-Shetv gmc/nm fin/7 2 Mmmm Patented. June 25, 1940 l.

oNi'rso, sTATEsI;

PATENT ori-ica POWER TRANSMISSION .Y Application october ze, 1937, serial No. 171,166

' l0 Claims.

This invention relates to driving'mechanlsms and refers more particularly, in one embodiment thereof, to improvements in driving mechanisms for motor cars or vehicles, especially where it is desired to vary the driving speed ratio between thevehicle engine or prime move'r and the pro` peiling ground wheels.

Myv invention has among its objects the provision of improvements inthe drive and control for power transmission systems of the type including the Well-known epicyclic or planetary transmission gear box. With such epicyclic transmissions, it is customary to arrange the gearing to provide for the desired number of speed ratios between the engine and vehicle driving ground wheels and such gearing is customarily selected and controlled to.obtain the desired ratio by'actuation of any one of a group of transmission gearing braking devices usually cnsisting of reaction brake bands associated with and controllingvv the rotation of corresponding drums or similar elements of the various epicyclicf gear trains or sets of 'planetary gearing.

Another objectV of my invention resides in the provision of an improved epicyclic speed ratio changingl transmission particularly adapted to xrespond in its actuation to my improved power transmissioncontrol.

In. carrying out the aforesaid objects of my invention I have provided an improved form and arrangement of an epicyclic speed ratio changing transmission preferably adapted to have its speed ratios selected and controlled by actuation oi one of its transmission speed ratio braking dsvices or clutches.

In order to veffect the aforesaid `selective actuation of one of lmy transmission speed ratio braking devices, I have provided 4-a novel and inexpensive servo-action mechanism whereby the energy of the rotating drum of the selected gear train is utilized to actuate a braking device.

A further object of my invention, in certain more limited aspects thereof, is to provide a control means whereby the vehicle driver selects through a well-known gear shift lever adapted for movement in an H shaped path the speed ratio desired in my improved. transmission, and thereby actuates my servo-action mechanism for the selected gear train to brake the drum in order to drive my transmission in the speed ratio selected.

A still further object of my invention resides in the provision of another control means by which the vehicle driver selects through a conventient` remote control the, speed ratio desired in my improved transmission, and thus effects the actuation oi' electrically-actuated servo-action mechanism for the gear train selected, thereby energizing the brake band to hold the drum in order to provide the selected speed ratio drive through the transmission.

Further objects of my invention reside in the provision of an improved driving mechanism vand in the novel combination land arrangement of parts thereof more particularly hereinafter described and shown in severall detailed embodi-` ments in order to illustrate the details and principles of my invention, reference being had ,to the accompanying drawings in which:

Fig. i is a vertical sectional view of a power transmitting device embodying the invention.

Fig. 2 is an enlarged'plaii view teitenI approximately as indicated by the line 2-2 of Fig. 1.

Fig. 3 is an enlarged plan view, partly in section,v taken approateiy as vindicated by the line of Fia. l.

Fig. d is an enlarged detail sectional view of a portion of one of the gear train brake drums illustrated in Fig. i.'

Fig. 5 isa transverse sectional vlew taken as indicated by the line 5 5 of Fig. 1.

Fig. 6 is a side elevational view, somewhat f transmitting device embodying a modified form of the actuating means for the brake band operating mechanism shown in Figs. 1 and 5, parts being broken away and in section.

Fig. is an enlarged fragmentary transversey sectional view taken pn the line 'l-'l of Fig. 6.-

Fig. 8 is a sectional View taken on the line 8-8 of rig. t.

Fig. 9 isa view taken as indicated by the line @-9 of Fig. 8.

Fig. 10 is a detail sectional view taken on the line l-I of Fig. 6.

Fig, 11 is a fragmentary diagrammatic view of the selector mechanism shownin Fig. 6, the selector eleinent being shown in second speed position. y

Fig. 12 is an illustrational vlew showing the wiring diagram for the control mechanism illusa brake drum flange I1 adapted to be connected with a propeller shaft (not shown) for transmitting the drive to the vehicle driving wheels. The flange I1 is retained against rearward axial movement by a nut I8 threaded on theend of the shaft I5.

The engine clutch may be of any well known design, such as the friction or fluid type, forming an operating connection between the prime mover and the transmission B.

The speed ratio changing transmission B is of the epicyclic or planetary type and is housed within a casing 20 having openings inthe front and rear end portions for receiving the shafts it and IE, respectively. Bearings 2t and 2tn are supported in the aforesaid open end portions for journaling the shafts I8 and It respectively, and the latter has a forward end portion extending into a bore in the former and-journaled therein by a bearing 28. An oil seal assembly It encircles the brake drum flange Il for preventing escapement of lubricant from the housing fil. The

usual speedometer drive take-off 2li is illustrated in engagement with a driving gear 25 operated by the driven shaft IE5.

' The transmission B includes a plurality of speed ratio controlling devices or braking elements 2|, 22 and 23 adapted to arrest rotary movement of respective drum members driven by the shaft IG through gear trains for effecting the desired speed ratio. As illustrated, the elements 2i, 22 and 23 are selectively actuated for controlling the flrst, second and reverse drive, respectively.

A compound sun gear Sti for the rst and second speed gear trains is drivingly connected to the driving shaft I6 by splines WB. According to generally customarypractice, each vplanetary gear train includes a plurality of spaced planet gears, preferably three'in-number, one or the gears 3l of the low speed train being shown in the drawings as journaled by an axle iii. This axle peferably journals its gear 3i by anti-friction rollers 33 and a bushing or washer 3d is located on the forward side of the gear- 3i. il carrier 35 is drivingly xed to the axles if of the rst or low speed planet gears III, a rearwardly extending portion 36 being drivingly connected to splines 31 of driven shaft It".

The gears 3l mesh with the compound sun gear 30 and also with an internal gear annulus 38 carried by a low speed drum 39 which is adapted for engagement by brake 2i.

`'Ihe forward portion of the drum 35 is drivingly connected by its internal annulus gear 28 to a second speed carrier 40 fixed to an axle 4I, this axle preferably journaling a planet gear 42 by anti-friction rollers 43. The gear 42 meshes with the compoundsun gear 3B and with an internal annulus gear 44 carried by a second speed drum 45 which is 'adapted to be engaged by the brake 22. A forward extension 46 of the second speed drum 45 is adapted for rotational movement independently of driving shaft IB and receives through an internal spline 41 a shiftable clutch member 48 in driving connection therewith. Formed on the clutch member is an annular groove 49 which receives a shifter fork 50, the fork being adapted to effect direct speed by shifting the clutch member forwardly to place its internal splines 5I- in driving engagement with an external spline 52 carried by the driving shaft I6, as will lpresently be more apparent.

-A rearwardly extending cylindrical portion 53 of the low speed drum` 39 closely surrounds the portion 38 and has formed thereon a sun gear 54 of the reverse speed gear train. Included in this engaged by brake '23 for reverse speed. A rearward extension B2 of drum 6I closely surrounds the extension 5S.

It will be noted that the parts are closely nested together against displacement, especially axially. Normally, as illustrated, the brakes have clearance with their associated drums. For obtaining a drive in low or first gear, brake 2| is actuated to arrest rotation of drum 39, all other brakes being free together with the shiftable clutch member 48. Similarly, for second speed, brake 22 grips drum 45; for direct speed, clutch member 4d moves forwardly to place its internal splines 5I in driving engagement with the external spline 52 of driving shaft I6; for reverse, brake 23 grips drum 6|. Only one of the brakes or clutch member 48 is actuated at a time into gripping engagement with its associated drum, all other parts of the mechanism running freely.

When brake 2l is actuated for low gear drive, such drive is obtained by the compound sun gear iid operating planet gears 3i about their axes, the internal gear 38 being fixed and carrier 3b' revolving in the direction of driving shaft IB for hold, the drum 45 fixed, the compound sun gear i it acting on planetary gears 42 to drive the driven shaft I6 by reason of the interconnection provided between carrier 40 and internal annulus gear @il and between carrier 35 and the driven shaft I5, by reason of the inter-connection heretofore described, the drum 39 being freely rotatable.

When third or direct speed lis desired, the in-l ternal splines 5I engage the external splines 52 of driving shaft I8, whereby the compound sun gear 3d and the second speed annuius gear 44 are both driven at the speed of shaft I 6, causing the first and second speed gear trains to rotate as a unit with shaft I6.

For reversing the drive, braken engages drum 6I, the sun gear transmitting the drive through the reverse gear train, it being noted that planet gear carrier SQ is flxed to the driven shaft I5 -while the freely rotatable drum 38 is connected to sun gear 54. Holding ofthe internal gear GII produces the reverse speed ratio .drive between `the shafts.

It will be understood that such terms as low, second, thircl" or high as applied to the speed ratios are used in a relative sense in order to indicate progressions in speed ratio values.

To roperate my speed ratio changing mechanism B, I prefer to use myimproved control means including the well known gear shift lever for transverse and' longitudinal movement by the vehicle operator and thereby imparts this move- `meint to either of the parallel shifter rails 68 and 08 for low and reverse speeds, and forv second and direct speeds respectively. To eect this slots 1| and 12 carried by block members 13 and 10 fixed as by bolts 15 to rails 68 and 69 respectively (best shown in Fig. 2).

The rails 68 and 69 are suitably supported by extensions of casing generally indicated at 16, 11 and 18. lRail 69 is illustrated in its rearward or second speed position wherein a releasable detent 19 acting in a passage 00 in casing extension 16 has been moved out of engagement with an elongated slot 8| in rail 09 so that this detent is forced downwardly in passage by the full portion of this rail. When the rail 69 is in its normal or neutral position the detent 19 is substantially centered within slot 8|. rail 69 is shifted to its forward or direct drive station, the shifter fork 50 fixed to rail 69 during this movement carries the clutch member 48 forwardly to place its internal splines 5| in driving connection with the external splines 52 of the driving shaft I6.

Rail 68 is illustrated in its normal or neutral .station wherein a releasable detent 82 acting within a passage 33 ln casing extension 11 is positioned at the rearward end of an elongated slot 84 in rail 68.A Similarly, another releasable detent 85 acts within a passage 85 in casing extension 10 and is illustrated as being at the forward 'end of an elongated slot 81 in rail 68. It is obviously evident that when rail 68 is moved forwardly to its usual forward or rst speed station, the detent 82 will ride out of slot 84 inv cam-like fashion; similarly when rail 68 is moved rearwardly beyond its illustrated neutral position to its rearward or .reverse speed station. the detent 85 will cam out of slot 81. The purpose of elongating the slots 84 and 81 is to prevent actuating both of detents 82 and 85 simultaneously.

To assist in maintaining the rails 68 and 69 in the position desired, releasable detents may be provided to act on these rails. Thus, a releasable detent ball 88 (best shown in Fig. 3) is carried by casing extension 18 and is adapted to releasably engage grooves 89, 80 or 9| of rail 68 in low speed, neutral, or reverse speed position respectively. Similarly, a releasable detent ball 92 is carried by casing extension 18 to releasably engage grooves 93, 94 or 95 of rail 09 in second speed (as shown), neutral, or direct speed position respectively.

Referring now to the construction of the operation brakes 2|, 22 and 23 in connection with i my improved control means, inasmuch as these bands are substantially alike in construction and operation, I prefer todescribe the second speed brake 22 and drum 45 as the representative one.

In order to anchor the brake or band 22 and guide the same during its contracting movement,

and also toeiiiciently distribute the braking or drum 45 opposite to the side thereof where my brake applying mechanism is located, as will hereinafter be more apparent.

lthe extensions of a support member |08. The

support member |08 may, if desired, be xed to a cover portion |09 of transmission casing 20 by bolts ||0 as shown, or the bolts |02 and |03 may be supporteddirectly by casing 20. As illustrated, the cover portion |09 is firmly attached to casing 20 by bolts 'I'he levers |04 and |05 have their opposite ends interengaged by reason of a projection I|2 of lever |04 extending into a recess ||3 of lever |05, whereby movement of one lever will cause corresponding movement of the other lever. This arrangement of levers and links tends to'equalize the braking effort applied by band 22 to drum 45 as aforesaid, it being apparent that any tendency of a portion of the band adjacent one of the ends thereof to engage the drum'more than the other portion adjacent the other bandend will immediately be offset by reason of the transference of the braking effort between the band portions through the aforesaid arrangement of levers and links.

Referring now to the construction of my repre-. sentative band actuating mechanism, a splined shaft I4 extends through openings I5 and I6 in the ends of the band 22. A partially toothed pinion 1 is mounted on the splined shaft ||4 for a driving connection therewith and is positioned between the band ends. The pinion H1 is illustrated as being in mesh with an annular lworm gear H8 (best shown in Figs. 1 and 4) formed on the outer surface of drum 45, which position of these parts will hereinafter be referred to as the second speed setting of my band actuating mechanism. whereas the disengagement of pinion ||1 from the worm gear ||8 is` are threaded portions |20 and |2| which thread-A edly engage thimble-shaped threaded sleeves |22 and |23 respectively. When the pinion engages the worm gear IIB, the shaft ||4 is rotated in a cunter-clockwise direction as viewed in Fig, 1. The cooperating portions of the shaft and sleeves are so threaded that the latter are simultaneously moved toward each other when the shaft ||4 is rotated in one direction and away from each other when the shaft'is rotated in the opposite direction. Theclosed ends of the thimbleshaped sleeves |22 and |23 bear against the ends of band 22.

Each end of shaft |l4 has a freely rotatable washer |24 mounted thereon which has a iiat bottom extension |25 directly in contact with a releasable detent |26 and spring |21 carried by an extension |28 of band 22. 'I'he detents |21 thereby continuously urge the pinion ||1 4out of engagement with the worm gear H8.

When selector lever 65 is set for second speed as illustrated, the detent 19 holds the pinion ||1 Y in engagement with the worm gear ||8 until the lever 65 is again moved by the vehicle driver at which time the detent 19 enters slot 8| and permits the pinion and the worm gear` to disengage.

It is evident that when my transmission is in operation, the drum 45, prior to the time of second speed selection of lever 65 by the vehicle driver, is rotating clockwise as viewed in Fig. 5. Upon positioning the lever 65 for second speed the detent 19 is forced downwardly by its disengagement with slot 8|, whereupon pinion |11 is forced into mesh .with -worm gear ||8 of the rotating drum 45 to cause the shaft ||4 to rotate counter-clockwisely as viewed in Fig. 1. This rotation of shaft i i4 causes the sleeves |22 and |23 to act against the ends of band 22 as they move toward each other, this movement continuing until the drum 45 is completely braked. During this engaging and disengaging of pinion ||1 with worm Igear H3, the shaft ||4 moves withinthe openings H5 and IIS of the band ends.

The detents E26 continuously tend to keep the pinion out of engagement with the worm gear ||8 and to balance the shaft ||4. If desired. the worm gear I |8 may have a rounded tooth as illustrated in Fig. 4 to facilitate quiet engagement with pinion ||1 and to assist the detents |26 in quietly and positively disengaging the pinion ||1 from worm gear ||8 when detent 19 is in its neutral or normal station. It will be apparent that rotary movement of the drum 45 causes the brake band 22 to be contracted and continues to maintain the band 22 in freely contracted position as long as the transmission is conditioned to operate at the selected speed ratio.

Referring to Figs. 6 to 12, inclusive, wherein is illustrated another embodiment of my invention, I have indicated members of the same function but different construction by primed reference characters. l

In the drawings I have shown for illustrative purposes my power transmitting device or System which may include a main Aprime mover or engine C, a portion of which is shown in Fig. 6, a clutch A driven from the engine. and a change speed transmission or gear box B'.

I have illustrated the change speed transmission B as the epicyclic or planetary type, this general form oi transmission being well known in the art and, as usual, includes a plurality oi speed ratio controlling devices |3|, |32, |33 and |34, these devices being adapted to act on transmission elements associated therewith usually embodied in the form of a. rotary drum, one of which is illustrated at |35 in Fig. 1 in association with the second speed transmission controlling device |32. In the illustrated embodiment the controlling device |3| is ordinarilyl arranged as the third speed, the controlling device |33 being the ilrst or low speed control, and |34 representing thc reverse controlling device.

It will beunderstood that the various transmission controlling devices may be adapted in the well known way for causing actuation of the respective planetary gear trains associated therewith, these gear trains being well known in the art. In Fig. '1 I have somewhat diagram.- matically illustrated one of the planetary gear trains at |35 in. association with the rotary drum |35 of the transmission controlling device |32.

While any form of clutch may be employed to control the drive from engine C to transmission B', I prefer to employ a clutch A' of the uid 4coupling type, this general type of clutch being illustrated in Fig,l6 and consisting of a driving outer casing structure |31 provided with the usual driving vanes |38 for directing the fluid flow toward the vanes |39 of the driven clutch member |40, the latter being adapted to transmit the drive through the iluid medium to the transmission B as will be readily understood.

I shall next describe the details of a typical transmission controlling device, reference being had particularly to Fig. '1 in which the controlling device |32 is shown associated with the rotary drum or transmission element |35, this band or brake and cooperating drum `in my illustration being the control mechanism for obtaining the second speed ratio in the drive from engine C through transmission B' to the drive shaft Uli extending therefrom for the power take-off, it being understood that where the mechanism is installed in a motor vehicle, this shaft |4| is adapted in the well known manner to propel the driving ground wheels of the vehicle (not shown).

'In order to brake the drum |35 I have provided a band 22 extending around the drum to provide adjacent ends |42 and |43 arranged at one side of the drum. These band ends are normally separated so that the brake lining |44 does not contact with drum |35 except when the second speed controlling device |32 is actuated to drive the motor vehicle.

My improved band actuating mechanism, generally indicated at |45, may be employed to contract the ends |42 and |43 of the band 22', it being understood that a similar mechanism |45 is arranged to control the other devices |3l, |33 and |34, as will hereinafter be more apparent.

The mechanism for actuating the band 22' consists of the shaft |I4' which extends through the openings ||5 and IIB' in the ends |42 and |43 respectively of the band 22'. The pinion ||1' is mounted on the shaft ||4' for a driving connection therewith and is positioned between the band ends |42 and |43. The pinion is illustrated as being in mesh with the annular worm gear ||8' formed on the outer surface of drum |35, which position of these parts will be known vas the engaged position of my band actuating mechanism whereas the disengagement of pinion |I1 from the worm gear- H8' is the neutral or normal position.

Formed on either end of thel splined shaft |54 are the threaded portions |20' threadly engage the threaded sleeves |22 and |23' respectively. Each sleeve has a recess |46 in each of which is located a pair of magnet coils |41 having a magnet |43 housed snugly therein. Each magnet is attached securely to a sleeve by a bolt |49 passing through a connecting plate |60 extending between the sleeves |22' and |23'. For this particular embodiment, I prefer to illustrate a horseshoe magnet acting within the coils |41 although it is understood that other types may be used without departing from the novelty of my invention. Each magnet is positioned within a pair of the coils so that its open end will be adapted for a full contact on a flat surface |5| of each band extension |23. Thus it will be seen thaty the shaft ||4' may act within the limits of openings ||5 and H6' to move the pinion ||1 in and out of mesh with the worm gear III', the openings being just sufficient to allow the pinion to clear the worm gear. With this movement of shaft ||4' there is a simultaneous shifting of the threaded sleeves` which f tensions |28' to limit this assembly movement toward the vertical""midplane of the ltransmisinfluence the magnet |48 to move toward the contact or -at surface |5|, carrying with it the entire assembly just referred to. This movement of the magnet and the assembly is brought to an end by reason of the open end of the magnet striking the nat surface I5I, -at which position the pinion ||1' is in full mesh with the vworm gear ||8' for arresting rotation of the drum |35. When the pinion ||1 is thus in engagement with the worm gear H8 the band ends |42 and |43 are drawn together through rotation of the shaft H4 induced by rotary movement of the drum |35, in the same manner as set forth' above in connection with the mechanism. illustrated in Fig. 5.

When the current is stopped, the magnetic field within the coils 41 is disrupted and the magnet |48 is no longer influenced to move toward theA contact or at surface |5|. Thereupon it is desirable to maintain the pinion H1' out of mesh with the worm gear ||8' to allow the band 22' to release the drum |35. To insure the disengagement of pinion ||1 from worm gear ||8' when the current is om I prefer to illustrate the worm gear as having a rounded tooth to perform this function, the rounded tooth forcing the pinion away from it siiiiiciently to severe the driving connection therebetween and permitting the pinion to quietly ride over the rounded tooth.

Referring to Figs. 6, 10 and ll, I have illustrated a portion of the usual steering wheel |52 mounted on the steering post |53, the steering post providing a convenient location for the manually operated'selector controlling device althoughvit will be understood that if desired this device may be located at other convenient points for operation by the vehicle driver. I prefer to illustrate in connection with my invention a selector segment |54 suitably fixedi to the steering post |53, the segment carrying a plurality of operating arcuately spaced. recessed electrical switch contacts |55, |51, |58 and |59 adapted for selective engagement by a manually operated hollow selector arm or lever |60 and a nonoperating recess |56 interposed between contacts |55 and |51. This selector arm is somewhat diagrammatically shown as having an electrical contact member |6| preferably extending through an insulated washer |62 carried by the arm |60. The contact member is yieldably urged into lerigagement with the electrical switch contacts by a spring |63 having an insulated end member |64 interposed between the hollow portion of arm |60 and-contact member |6|. contact member, with its supply of electrical current through a wire |65, is adapted for swinging movement to selectively contact the spaced contacts |55, |51, |58 and |59 and to supply current thereto. 'As illustrated, the arm 60 has a rotatable extension |66 carried by the steering post |53 betweenl suitable stops |61 and |66, an extension |69 of arm |60 protruding through a movement limiting opening |10 in the steering post |53 to 'receive the wire |65.

As will be noted from the wiring diagram in.

Fig. 12, the contacts, |55, |51, |58 and |59 are electrically connected to the coils |41 for the reverse, first, second and directspeeds respectively. Recess |56 is not electrically joined with any Thereby the other member, the contact merely 'serving as a station to advise the'operator of the neutral setting -of the selector arm |60 wherein the bandi actuating mechanisms |45 are in their neutral or disengaged condition and the control devices ISI,

|32, v|33 and |34 are released. The wire |65 connects one terminal of a storage battery |1|, thel negative terminal of the battery having connected thereto a common connecting lead |12 which .has interposed between it and the contacts |55, |51, |50and |59 the pairs of coils |41 for each of these contacts. 'I'he arm |60 is adapted for rotation to be selectively engaged with one of these contacts to provide a current from the battery to the coils |41.

the mechanism |45 is moved inwardly as viewed in Fig. 7, to cause the pinion I1 to mesh with the worm gear H8 carried by the drum member |35. It will be understood, of course, that the member |35 is rotating and this movement lrotates theshaft |I4' to move the brake band ends toward each other for causing the band 22' to arrest rotary movement of the drum |35', for

transmitting a drive through the transmission to the shaft |4I. The tendency of the band to rotate, maintains the band 22' in complete braking engagement with the drum. When the arm |60 'is moved to break' contact with the element |58, the coil is deenergized and through action ofthe teeth of the worm gear, due to their particular contour, the pinion is urged outwardly.

It will be understood that the 4various cycles of operation are performed in a manner similar to that set forth above for obtaining the different driving speed ratios.

I do not limit my invention, in the broader aspects thereof, to any particular combination and arrangement of parts such as shown and described for illustrative purposes since various modifications will be apparent from the teachings of my invention and scope thereof as defined in the appended claims.

What I claim is:

1. In a motor vehicle change speed transmission having in combination, a plurality of speed ratio gear trains, a rotary control element for Aeach of said gear trains having a threaded exterior surface, a plurality of devices operably associated with a respective control element for resisting rotation thereof, a mechanism for actuating each of said devices including a driving pinion operably connectibl'e withthe threaded surface of one of said control members, and a transmission control mechanism for selectively operably connecting one of said driving pinions with the threadedsurface of one of said rotary ably connectible with the threaded surface of one of said control members, an electro-magnetic means operably associated with each of said mechanisms for operably connecting the associated pinion thereof with one of said control members, and means including a transmission control member for selectively energizing said electro-magnetic means.

3. In a power transmitting mechanism including a rotatable shaft, a gear train operably assoelated with said shaft, said train including a rotatable control member driven by said shaft and adapted to be held against rotation for producing a drive through said gear train, means operable to frictionally hold said control member, and means movable relative to said member and said holding means and adapted to provide an operable connection therebetween for utilizing the rotational energy produced by said member for causing said frictional operation of said holding means.

4. In a power transmitting mechanism including a rotatable shaft, a gear train operably associated with said shaft, said gear train including a rotatable control member driven by said shaft and adapted to be held against rotation for producing a drive through said gear train, means operable to hold said control member, means operable to form an operating connection between said member and said holding means for utilizing the rotational energy produced by said member for causing operation of said holding means, and electrically actuated means for operating said connecting means.

5. In a power transmitting mechanism including a rotatable shaft, agear train operably assoelated with said shaft, said gear train including a rotatable control member driven by said shaft and adapted to be held against rotation for producing a drive through said gear train, means operable to hold said control member, means operable to form an operating connection be-Y tween said member and said holding means for utilizing the rotational energy produced by said member for causing operation of said holding means, and manually operable selector means for controlling operation of said connecting means. v

6. In a power transmitting mechanism including driving and driven shafts, gear train means for transmitting a drive between said shafts, said gear train means including an element adapted to be engaged for producing said drive and a second element operable to engage said first mentioned element for producing said drive. and means comprising a gear element operably connected to said second element and adapted for positive drive connection with the first said element for operating said second mentioned. element by said first mentioned element. y

7. In a motor 'vehicle power transmission, a driving shaft, a driven shaft, speed ratio driving means for driving the driven shaft from the driving shaft at a speed proportionate thereto, said driving means including a rotatable drive control member, a device adapted for engagement with said control member to establish said speed ratio drive, means for operating said device, and means under control of the vehicle driver for establishing a driving connection between said control member and said operating means for utilizing the rotational energy of said ,control member to effect engagement of said device therewith.

8.. In a motor vehicle power transmission, a driving shaft, a driven shaft, speed ratio driving means for driving the driven shaft from the driving shaft at a speed proportionate thereto, said driving means including a rotatable drive control member, mechanism operable to control rotation of said member including means frictionally engageable with said member for holding the latter against rotation to establish said speed ratio drive, said mechanism further including an element having a permanent operating connection with said holding means and operable to form a driving connection between said control member and said holding means for utilizing the rotational energy of said control member to effect engagement of said holding means therewith, and vehicle driver control means operable to cause operation of said element.

driving shaft, a driven shaft, speed. ratio driving means for driving the driven shaft from the driving shaft at a speed proportionate thereto, said driving means including a rotatable drive control member, mechanism operable to control rotation of said member including means frictionally engageable with said member for holding the latter against rotation to establish said speed ratio drive, said mechanism further including an element having a permanent operating connection with said holding means and operable to form a driving connection between said control member and said holding means for utilizing the rotational energy of said control member to effect engagement of said holding means therewith, vehicle driver control means, and electrically actuated means operable in response to operation of said vehicle driver control means for causing operation of said element.

10. In a power transmitting mechanism including a plurality of selectively operable speed ratio gear trains, at least one of said trains `including a rotatable control member adapted to be restrained against rotation for producing a drive through said gear train, means for restraining said member against rotation, means controlling the selective operation ofgsaid gear trains, and means responsive to operation of said control means adapted to provide an operable connection between said member and said restraining means for utilizing the rotational energy produced by said member for causing operation of said restraining means.

EDWIN R. MAURER.

9. In a motor vehicle power transmissionfa 

